Automatic railway appliance.



No. 693,396. atented [shim-1902.

s; w. nurr. AUTOMATIC RAILWAY APPLIANCE.

(g u'cacionmed Jan. 17,1899.

5 Sheei-Shoet .l.

(No Model.)

I /A VENTOI? WITNESSES A TTORNE r.

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No. 693,396. Patented Febpl8,1902.

, s. w. HUFF. AUTOMATIC RAILWAY APPLIANCE.

' 'Applicaflon filgd Jan. 1'1, 1898.)

' 5 Sheets-Sheet 2.

(No Model.)

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Patented Feb. l8, I902.

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5, i F J- I! s. w. HUFF.

' AUTOMATIO'B AILWAY APPLIANCE.

(No Model.)

Patented Feb. l8, l902.

. s; .wunurr. AUTOMATIC RAILWAY APPLIANCE.

(Application filed Jan. 1'7, 1898.)

(Nb Model.)

A 5 Sheets-Sheet 4.

wi Wme/a iKMM P'at ent eid Feb. 18, I902. s. WLHUFF. AUTOMATIC RAILWAY APPLIANCE.

1 (Application filed Jan. 17, 1898.) a (Nblflodeh) 5'Sheets'$haet 5.

. UNITED STATES PATENT OFFICE.

SLAUGHTER (W. HUFF, OF BALTIMORE, MARYLAND AUTOMATIC RAILWAY APPLIANCE.

SPECIFICATION formingpart of Letters Patent No. 693,396, dated February 18, 1902,

Application filed January 1'], 1 89 3. Serial No. 666]!)89. (No model.)

To all whom it may concern:

Be it known that I, SLAUGHTER \V. HUFF,

' a citizen of the United States, and a resident of Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Automatic Railway Appliances, of which the following is a specification, 7

My invention relates more particularly to A that class of railway appliances wherein the power utilized to perform the work of setting the appliance is obtained from the passing of the rolling-stock, theappliance thus set being thereafter tripped or returned to normal position by any suitable meanssuch,' for instance, as an electromagnet energized through a circuit leading from a distantpoint. I shall describe my invention as applied to the operation of railway-signals, but desire it to be understood thatthe signal is simply illustrative rect in principle have never proven satisfactory in practice unless accompanied by an undesirable amount of mechanism. The problem of receiving the impact from a rapidlypassing engine and train and transmitting the same to a more or less delicate mechanism by mechanical means is a difficult one, be-

. cause of the suddenness of the impact and the frequency of its repetition when the impact is taken from the wheels of the train passing over the operating-point,which efiects soon destroy the working parts, and also because of the shortness of duration of the pressure, which does not allow time for the parts to respond to the impulse.

The object of my invention is to produce a track device which will greatly reduce the abruptness of the blow, will be depressed but once during the passage of a train, no matter how long the train may be, and will transmit the movement thus received to the mechanism to be operated with su-fficientdeliberation to give the parts time to act and the catch to engage with the signal-arm. Ithas been proposed to avoid the hammering of the wheels by means of a trigger device or detent which will engage the track device when it is'first depressed and hold it down; but this involves complication in the useof the retaining device and an additional set of mechanism for subsequently releasing the trigger, andthe parts become too complicated for reliability inaction and durability in use.

The fundamental feature of my invention consists in employing a vertically-movable track device located adjacent to the track rail, so as to receive its depression from a passing train, inclined at the ends to make the depression gradual, of a length sufficient to bridge the greatest distance between carwheels when it is intended to be acted upon by the car-wheels, so that when once depressed it will not rise again until the train has passed beyond it, mountedso that it receives actuating'movement under a sufficient load applied to any point along its length, and having suitable connections for amplifying its movement and transmitting the same to the parts to be actuated, springs being interposed where desired to take up shocks. Among the advantages arising from this form of track device are preventing the destructive hammering from each individual wheel or other parts of the passing train, holding the track device down, notwithstanding its simplicity, ample time to permit the parts -moved by it to act, andthe transmission of the movement through springs which take up the shock of the firstimpact and store the power and gradually deliver it to the signal. a

I have developed a number of different devices embodying the above principles of operation and resultant advantages, one of which, exemplified by several different structural embodiments, will be described in this speci fication. Said devices herein described comprise an elongated tread adjacent totthe outer edge of the track-rail, projecting at its intermediate portion above the rail-tread by the desired distance of its depression and tapering from said projecting portion toward its ends at or below the level of the rail-tread, so mounted as to insure movement throughout its length under a sufficient load imposed at 1 any one point, having at some suitable point,

preferably at its middle, connections includ ing interposed springs for converting the movement and establishing resilient, lifting, and drawing-down connection with the signal-arm and a return-spring for imparting longitudinal movement to the track device and elevating it again after the passage of a train, which spring is ofsufiicient strength to compress the drawing-down spring when the signal-arm or other device is held by its detent and load it for prompt action as soon as the signal is released.

My presentinvention consists in novel features of construction, which will be fully understood upon reference to the accompanying drawings, in which Figure 1 is a View illustrating the mechanically-set and electrically-released signal system. Fig. 1 is an enlarged longitudinal sectional View of the spring connected with the track device. Figs. 2, 3, and 4 are respectively a side elevation, transverse section, and plan, illustrating a modified construction of track device. Figs. 5 to 13 are enlarged detail views of parts of the track device employed in Figs. 1 to 3. Figs. 13 and 13 represent modifications wherein the uniform transverse movement is imparted throughout the track device in a horizontal direction instead of a vertical direction. Fig. 15 is a modification illustrating the transmission of movement to the signal in the direction of diplacement of the track device. Figs. 14 to 18 represent a modified construction of mounting for the track device. Fig. 19 represents by an enlarged detail view the device for retaining the signal in set position and releasing it therefrom. Figs. 20 to 23 representbyperspective and transverse sectional views two slightly-different constructions of mounting forthe track device based upon the principle of parallel-movement-lever connection for the purpose of converting the vertical movement imparted to any port-ion into a uniform longitudinal movement throughout the length of the track device.

Referring to Fig. 1, l and 2 represent the rails of a railroad-track which is divided up into insulated sections connected at one end with the controlling-circuit of the signal and charged at the other end by batteries 3. The track-circuit is represented by the tracks 1 2 and wires 4 5 and is charged by the batteries 3. The track includes a relay-magnet 13, the armature 12 of which forms part of a signalcircuit 11, which includes a local battery 14 and the signal-magnet 10.

6 represents a conventional form of signalarm, pivoted at 7, normally balanced in danger position by counterpoise 6", except as it is loaded, by controllingconnections, consisting of cable 8, controlling-rod 8, and the track device, which draw the signal 6 down to safety position when released. The rod 8 is connected near its upper end with the crank-arm 16, which is pivoted on a fixed pivot 17, so located that when the rod 8 is moved up the load of the controlling parts isimposed upon the pivot 17, and the lateral tendency of the arm 16 is so far reduced that it is readily imposed by the armature 9, pivoted at 18, while leaving said armature free to be withdrawn by its magnet 10. The rod 8 is raised and lowered through the medium of a bellcrank lever 21, fulcrumed at 22 and pivoted to rod 8 at 23, while its other end is connected through a rod or connection 20 with a projection 27 on a track device 19. This projection 27 has connection with the track device 19 through the medium of the rod 26 working through a projection 19 on said track device and having around it on opposite side of the projection 19" springs 24 and 25. The track device 19 is so mounted that vertical motion imparted to it at any point is transformed into longitudinal moyement uniform throughout the length of the track device. When such longitudinal movement takes place, it is in opposition to a return-spring 32, and when the train passes off the track device the latter receives a return longitudinal movement from said return-spring. When the track device is depressed by a train, the resulting longitudinal movement is transmitted to the signal through spring 24, and all shocks are thereby taken up, the spring being compressed and thereafter imparting its movement gradually to the signal. By this movement the signal is elevated and is thereupon retained in elevated or danger position by crank-arm 16 and armature 9. As the train passes off the track device and the latter is moved by spring 32, the spring 25 is compressed and work is stored up in it until the signal is released electrically by the train from a distant point, when spring 25 draws down the signal to safety position.

The construction of the spring connection between the rod or connection 20 and the track device 19 is best seen in Fig. 1. The rod 26, working through projections 19 on the track device 19, is provided at its respective ends with jam-nuts 26, against which the springs 24: and 25, respectively, abut, and at its in termediate portion withashoulder26",against which spring-caps 2-l and 25 abut. It thus follows that when the track device is depressed and moves to the right movement is imparted to the rod 26 through the medium of the spring 24, and while said spring 24: is at first compressed it will immediately expand again, so that the rod 26 and the parts mounted upon it will have moved bodily until they assume the position shown is dotted lines; but as soon as the train passes off the track device said track device returns to the position shown in full lines by reason of the stronger pull of its return-spring 32; but the rod 26 remains in the dotted position by reason of the fact that the signal is caught by thedetent and held to danger. The spring 25 must therefore be compressed between the dotted position of its jam-nuts 26 and the full-line position of the projection 19". Work will therefore be stored up in the spring 25 until suchtime as the detent of the signal is released, whereby the signal will be imme-" prevented, and a single impulse results from the passage of a whole train, however many wheels there may be to strike the track'device. The shock resulting from the first impulse of the car-wheels is entirely taken up by. the springs 24 and 25. It therefore results that a track device constructed upon these principles imparts a singlegradual movement to the signal.

Instead of employing the connecting-rod and bell-crank lever 21 between the track device and the signal I may employ a rock-shaft 28, (shown in Figs. 3 and 4,) and provide'upon opposite ends of said shaftcrank-arms, one of which receives movement from the yielding connections24 25 26, (described withreference to Fig. 1,) the crank-shaft at the innerend being in such position that it will impart a lifting movement to the rod 8, which is assumed to be in the post 29.

represents an arm secured to the track device 19, working through a fixed projection 31' and carrying on its outer end thereturnspring 32, which is compressed by the longitudinal movement of the track device, as already explained with reference to Fig. 1. Nuts 33 on the end of the arm 30 afiord convenient means for loading the springg32-to I any desiredtension, so as to insure its return to normal position and to render it irresponsive to any disturbance other than that resulting from the passage of a train over it.

If the connection 20 is ajfiexible connection,

the weight of rod 8 will be such as to draw down the signal when released, and under such conditions spring 32 only is required to keep the track device normally elevated.

One method adopted in my present application for insuring uniform movement throughout the length of the track device19 undera load imposed at any given point is to provide said track device with bearings of such a character that vertical movement of the track device will be transformed to longitudinal move-- ment. A simple form of mounting for accomplishing this purpose is illustrated inFigs. 5 to 13,- wherein said track device is shown provided with diagonal slots 34, in which pins 35 project, said pins being securely mounted in a fixed portion of the track, for example in a mounting 36, provided for the purpose. Additional bearings may be had for the pins 35by providing an extra piece 37, Figs. 9 and 12, on the inside of the rail. The bearing-piece 36 also serves to maintain the alinement of the trackdevice19 and "nuts 38 and washers'39 on the pins '35 to secure the track device in place. Thei'form'of the'pins 35 is shown inFig. l0, and they arepreferably formed with central enlargements '40, which affordbearings for "the track device19iand at the same time provide shoulders by which they are held in place when screwed to'the bearing-piece 36 and into the inner pieces 37.

If a track device should be found to be interfered with by rail-joints, the track device proper terminates short of the fish-platesfas;

shown'inFig.7, and the space'betweenthe ends is bridged by a bridge-plate 41, secured to the ends of the track device by bolts 42, as

shown.

As will'be clear upon reference to Figs. 13 and 13 the-same principle of uniformtrans verse displacement or movement may be ap-. plied to a laterally or horizontally movable track device 19 having the rounded ends 19",

which receive the wheel and cause thetrack device to be displaced. The form of bearings insures the same uniformity of movement throughout the length of the track device as described with reference to the vertically-.

moving type. t

Fig. 13 represents an arrangement for imparting the transverse movement of the track device without transformation direct to the signal through a lever 20. 7

Another form of angularly-arranged bearings' for converting the motion of the track device is illustrated in Figs. 14 to-18, wherein thetrack device is shown to be provided'at suitable points along itslength with angularly-arranged pistons 43, bolted to the track device through their'heads 44,-working in sockets 45 and carrying at their lower ends jam-nuts 46 to limit their upwardmovement in their sockets. to fit the base of the rail 1 and are secured thereto byclamp-bolts 47, which engage the opposite sides of the base of theirail andare nutted ontheir ends which project through the said sockets. the track device and depress it, its movement is converted-into alongitudinal thrust in the manner and for the purpose already described. Springs 24 and '25 and returnspring 32 are employed with this construction of track device in the same manner'and with the same effect as described'with reference to Figs. 1 to 13.

Afurt'her form of mounting for the track 'deviceby means of which vertical motion will be transformed into longitudinal motion is disclosed in Figs. 20 to 23, wherein bell-' cranklevers and a longitudinal connection are employed in such a manner thata vertical movement imparted at any point in the'track device induces'a similar vertical movement of When the wheels strike 1 Sockets 45 are formed every other'part thereof. Insaid figures, 48

represents bearings located at suitable intervals'along the track and having fulcrumed in them bell-crank levers 49, pivoted-attheir upper ends 50 to the track device and having connection at their lower end 51 with a rod 52, that extends longitudinally of the track and has connection with the projection 19 of the track device, from which the movement is transmitted to the springs 24 25 to the signal. The upper ends of the levers 19 being horizontal and their lower ends being vertical, it follows that depression of the track device 19 will be transmitted as a longitudinal movement to the rod 52, which movement is utilized to operate the signalin a manner well undertood from the description heretofore given.

A simple form of lever connection is shown in Figs. 22 and 23, wherein levers 49 are angularly arranged with respect to the track device to which they are pivoted at 53, with the result that when said track device is depressed said levers, being fulcrumed at 54 to bearing-blocks 55, impart longitudinal movement to the track device,which is transmitted to the projection 19 and springs 24c and 25 to the signal.

The form of trip and support for the rod 8 which I prefer to employ will be understood upon reference to Fig. 19, wherein a pair of crank-arms 16 16 are so fulcrumed with respect to the rod 8, which is pivoted to them at 16 that when said rod is at its upper limit of movement the crank-arm 16 and 16 will assume an approximately vertical position, so that the greater portion of the load is borne by the fulcrums 17 17 of said crankarms. Then while the movement of the rod 8 must be lateral, as well as downward, by reason of its mountings the lateral tendency is so slight that it can readily be opposed by the armature 9 and yet be released by the magnet 10 with the expenditure of very little energy; but other forms of retaining devices may be employed and the principle of that above described may be embodied in other constructions. I therefore desire it understood that I do not limit myself to the precise details shown, as this feature of my invention consists in combining with the controllingrod 8 a crank-arm fulcrumed at such a point that it assumes an approximately vertical position when the rod is at the limit of its movement, whereby the load of the rod is borne by the pivot of the crank-arm and the dropping of the rod is opposed by a detent which obstructs its lateral movement.

Having thus described my invention, the following is what I claim as new therein and desire to secure by Letters Patent:

1. In combination with a railway-track; a track device, a mounting therefor to convert vertical depression into a longitudinal thrust, a rod for transmitting the thrust, extending longitudinally of the track device, a projection on the track device through which said rod works longitudinally, and springs on opposite sides of said projection and through the medium of which motion is imparted to leis 693,396

the rod in opposite directions; substantially as herein explained.

2. In combination with a railway-track; a track device having bearings thereon which convert transverse movement of the track device into a longitudinal thrust, a projection on the track device, a longitudinally-reciprocating rod having an intermediate enlargement working in said projection, springs on said rod on opposite sides of the projection, spring-caps abutting said enlargement, and jam-nuts on the ends of said rod for setting up and holding said springs; substantially as and for the purposes set forth.

3. In combination with a railway-signal; a track device, mountings for said track device which convert vertical movement into a longitudinal thrust, connections through which said longitudinal thrust is transmitted to the signal, a detent for said signal, a return-spring acting longitudinally upon said track device, returning it upward by a longitudinally-imposed force, and a spring interposed in the connections between the track device and signal, and which is compressed by the action of the return-spring when the signal is held by the detent, whereby power is stored up in said interposed spring to actuate the signal when the latter is released; substantially as explained.

4. In combination with a railway-track; a track device having angularly-arranged bearings which transform vertical into longitudinal movement, a rod arranged longitudinally of the track device through which said movement is transmitted to perform Work, springs through which movement is imparted to said rod in opposite directions, and a return-spring for the track device of strength sufficient to compress one of the transmitting-springs and store up work therein when the transmittingrod opposes the return of the track device; substantially as herein explained.

53. In combination with an elongated track device provided with a series of parallel angularly-arranged slots; blocks 36 secured to the rails, pins 35 inserted in said blocks and having enlargements 40 providing bearings for the track device, and having projecting threaded ends to receive jam-nuts for holding the track device in place; substantially as herein explained.

(5. In combination with a track; a track device adjacent thereto and provided with a series of angularly-set slots, blocks forming guides for said track device, pins inserted in said blocks and affording bearings for the angularly-arranged slots, and nuts upon the protruding ends of said pins; substantially as and for the purposes set forth.

7. In combination with a signal, a crankarm swinging upon a fixed pivot and having controlling connection with said signal for holding it in set position; said connection being at a point in the crank-arm which brings the opposing force approximately in line with the fixed pivot when the signal is set, whereby the load is imposed mainly upon said pivot, and a detent engaging said crank-arm; substantially as herein explained and for the purpose set forth.

8. The combination of a signal, operating connections for moving said signal to and from danger position, and a retaining device comprising a crank-arm swinging upon a fixed pivot, a connection between said crank-arm, and the signal-operating connection which moves to a point approximately in line with the fixed pivot when the signal is set, and a detent for said crank-arm; substantially as and for the purposes set forth.

9. The combination of a swinging signal, a

V verticallyreciprocating rod controlling said signal, a crank-arm swinging in a vertical plane upon a fixed pivot, and with which said rod is connected at a point Which-is nearly so SLAUGHTER w. Witnesses: 'Y

M. M. OoRBIN,' FRED. L. WITTIG. 

